Governor



J. s. JENNINGS. JR

GOVERNOR Original Fired March 4, 19314 2 Sheets-Sheet 1 fvwm] ,sel

April 9 1940- J. s. JENNINGs. JR 2.196.498

GOVERNOR Original Filed March 4, 1931 2 Sheets-Sheet 2 is s y Patented Apr. 9,1940

UNITED STATES PATENT I' oEEIcE GovEnNon Jarvis S. Jennings, Jr., Detroit, Mich., assixnor to Monarch Governor Company, Detroit, Mich., a

corporation of Michigan Continuation of application Serial No. 520,060,

March 4, 1931. This application vDecember 23,v

1936, Serial No. 117,412

1o claims. (c1. 137-153) capable of maintaining a set vor predetermined a speed of the engine undervarying load conditions.

In said governor a vacuum vor suction responn sive device is provided which is subject to the 10 varying degrees of vacuum in the intake passage of the engine, closing movement thereof being counteracted by a spring. In accordance with sage of the engine 'so as to control the vdegree of suction or vacuum so that the vacuum force exerted upon the vacuum responsive device of the governor to move itin one direction will balance the force exerted by the spring upon said device to move it in the other direction.

The present application is a continuation of my. co-pending application Serial No. 520,060, filed March 4, 1931.

One of the objects of the present inventionis to provide a governor embodying the principles and features of said patent, while at the sameu time provide a governor of compact structure which will possess a high degree of accuracy due to the elimination of friction in the moving parts u and to the greater responsiveness ofthe governing Vahle in all positions thereof to. variations, y 40 however slight, in the vacuum `force within the` By virtue of the invention, thereengine intake.

fore, va more accurate and sensitive governor'is provided which will maintain a substantial balance oi' forces so as to produce the desired con- 45 trol of the engine during operation under varying loads at a given speed.

Other objects of this invention will appear in the following description and -appended claims,

reference being had to the accompanying draw- 50 ings forming a part of this specicationwheren like reference characters designate corresponding parts in the several views. l

Fig. 1 is in part a longitudinal sectional elevation of a governor embodying the invention. 55 Fig. 2 is a longitudinal section taken substantially along the line 2-2 of Fig. l, looking in the direction of the arrows.

Fig. 3 is a transverse section taken substantially along the line 3-3 of Fig. 2, in the direction of the arrows. 6

Fig. 4 is a transverse section taken substantially along the line 4-4l of Fig.4 1, in the direction of the arrows. y

Fig. 5 is a view similar to Fig. 1 but illustrating O the operating parts in .different position.

Figs. 6 and 7 are elevational views illustrating opposite sides of the cam.

Fig. 8 is an edge view of the cam of Figs. 6 and 7; and

Fig. 9 is a perspective view, partly broken away, 15

of the governor shown in the preceding views and embodying the invention.

Before explaining in Vdetail the present invention it is to be understood that the invention is not limited `in its application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capableofother embodiments andfof being practiced or kcarried out in vvarious ways. lAlso it is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation, and it is not intended to limit the invention herein claimed beyond therequirements of the prior art.

'Ihe balancing of the vacuum force andthe 30 counteracting spring force under varying load conditions at a predetermined speed of the engine is obtained inthe present instance in a manner similar to that provided in my prior patent, No. 1,379,186, that is by disproportionately varying the degree of. throttle opening so as to induce in the intake a vacuum force equal to the resisting force of the spring; Instead of transmitting to the governing valve aniovement directly proportionate to the movement of the piston, or the 40 deflection of the counteracting spring as by l means of a constant ratio mechanism connectingthe piston with the yvalve and a differential spring mechanism to substantially balance the vacuum force, as in the Pierce patent, No.r 1,461,933, the 45 angular movement of the governingvalve is regulated by a differential mechanism between the piston or spring and valvev producing the same result as in my prior patent, namely, to disproportionately vary the throttle opening so as to induce 5 a vacuum force effective to balance the counteracting force of the spring. In the present' instance, however, two forces are preferably utilized for effecting. angular movea ment of the governing valvefrom wide open position to closed position, and as a result thereof the valve is responsive to very slight variations inthe vacuum force in the intake passage. The valve is preferably mounted on an eccentric axis so as to be slightly unbalanced, whereby under normal conditions the differential pressure in the intake at opposite sides ofthe valve will `tend to move the valve toward closed position. I have found that this force is ineffective under some conditions to move the valve, particularly when the latter is in its wide open position, and for the purpose of rendering the valve sensitive to variations (in pressure when the valve is wide open I have provided an auxiliary spring to insure properl closing action.

The governor in the present instance comprises a valve casing or body 9 adapted to be interped in the intake pipe III from the carburetor to the engine, there being a passage II through this 0 body which forms a part of the intake passage.

Disposed within the passage I I is a governing butterfly valve I2 secured to a rock shaft I3 journalled in suitable bearings inthe opposite walls of the casing. This governing valve is mounted on a slightly eccentric axis to unbalance the valve a slight degree so that normally the differential pressure within the intake passage at oppo.- site sides of the valve will tend to move it toward closed position. 4 y

Secured to the body portion 9 is an elongated casing I4 which is formed at its forward `end with a cylinder liner or wall I5within the cylinder or piston chamber Ia, said chamber opening rearwardly thereof intoan enlarged chamber I5 within which is housed certain of the operating mechanism. A piston I1 is mounted for reciprocation within the cylinder I5, and bolted to the piston is a rearwardly extending piston rod I8 having a slidingbearing at its free end in a boss I9. The forward end of the piston chamber I5 is closed by means'of a removable end 'cap`2Ii bolted thereto, and interposed between the piston I1 and an adjustable collar 2I is a compression spring 22. The collar 2|` may be adjusted longitudinally within the chambered cap 20 bymeans of an adjusting screw 23 having a finger piece orv wheel 23a so as to vary the tension of the spring 22.'

The wheel has a notched periphery,the notches being adapted to successively and frictionally engage a xed'pin or stud 23b'(Fig. 2) which holds the wheel in releasable adjusted positions.

Secured to the piston rod I8 is a cam carrierj member 24. This member has a central arched portion 24a channeled to snugly fit over the piston rod I8, as shown in Fig. 3. The member 24 carries at its under side a templet or cam plate 25 to the bottom of which is secured a templet 26, see Figs. 6, 7 and 8. The cam plate 25 is pivoted at 21 to the carrier member 24, the latter `having a slot 28 through which extends a set screw 29 effective to clamp the cam `platey 25 and carrier 24 together but, when loosened, permitting angular adjustment of the cam plate about the axis of the pivot 21. Upon loosening the set screw 29, the cam plate 25 will be shifted angularly about the axis of the pivot 21 so as to vary the angular position of the cam 26, and the cam plate will `be held in adjusted position by .tightening the set screw 29 to clamp the cam plate and carrier together.

At the lower side of the piston rod I8 the carrier member 24 at one side thereof is supported and guided during its movement by a-guide or trackway 32 formed in one wall of the casing I4 Whereas the opposite side of the member 24 is adapted to slide on an integral ledge or guideway 33 formed in the diametrically opposite wall of said casing.

The shaft I3, which carries the governing valve I2, `extends through the wall of the body 9 into the chamber I6. A lever I5 is secured intermediate its ends to the end of this shaft. A light tension spring 31 is connected at one end to the forward end 36a of the lever and at its opposite end is anchored at 38 to a fixed part such, for example, as the bottom of the casing. The ODPQSite end ofthe lever 36 carries a cam roller 39 which is in positionto contact with the inclined or cam face of the member 25,as shown in Figs. 1 and 5.

`The piston chamber I5a is subject to the vacuum or static pressure in the intake passage at the engine side of the governing valve I2, and for this purpose a duct 40 isA extended through the wall of the casing I4 and end cap 20, opening at one end into the passage II and at its opposite end into the front end of the chamber I5a. In Fig. 5 the valve "I2 is shown in its wide open position, and itwill be seen that with an increase in the suction or vacuum in the intake passage the piston I1 will be drawn forwardly within the chamber I5 against the resistance of the spring 22 moving the pistonrod andthe cam carrier in a rectilinear path toward the right in Fig. 5. Since the auxiliary spring 31 is under its greatest tension when the valve is in its open position shown in Fig. 5, the spring will exert sufficient force on the lever 35 to turn the governing valve I2 and maintain the cam roller against the cam 25. As previously stated, the closing movement of the governing valve, in the embodiment of the invention herein illustrated, is eifected by means of the auxiliary spring 31 and the slight unbalanceof the valve, the forceexerted on the valve due to its unbalanced condition 4being greatest when the valve is near its closed position, and the force exerted by the spring 31 being greatest when the valve is in its wide open position. These two forces in conjunction control the turning movement of the governing valve from open to closed position, the rate of movement, however, being regulated by the travel ofthe cam roller 39 lon the cam 25.' Closing of the valve is, therefore, accomplished with practically a minimum of frictional resistance since the` roller 39 is held .very lightly in contact with the cam.

The chamber I5 is closed by means of a cover ,member 4I, this member having a chamber 42 closed at its bottom by means of a plate 43. 'I'he chamber 42 contains a'suitable air filtering medium 43a, such as oiled copper wool,lanld air entering the housing l of the governor passes j through an aperture (notshown) in the cover 4I,

through the filtering medium and thence through an aperture or series of apertures (not shown) l in the bottom plate 43. This construction prevents ingress into the casing ofldirt and other foreign particles which would otherwise collect within the governor and tend to interfere with the proper functioning of the moving parts.

' From the foregoing it will be seen that the piston is responsive to the static pressure in the intake manifold, andV movement of this piston is resisted by the main spring which has a constant effort equal tothe force of the piston at all times. The longitudinal travel of the piston rod together with the cam carrier and cam corresponds to the movement of the piston and this movement is directly proportionate to the deflection of the main spring. vIn the present instance, as in my prior fective to produce a vacuum force at the engine side of the throttle valve which will correspond to the force exerted by the main spring. 1

Thus, the intermediate differential leverag produces, for equal increments of valve movement, a relatively small deection or movement of the spring 22 near the open position of the valve and a disproportionately large deflection of the spring near the closed position of the valve.

Conversely, for equal increments of spring de-l flection and of piston movement, the valve, on account of the intermediate differential cam leverage, has a disproportionately less movement rate of movement of the valve from open to.

closed position is decelerated it is possible to thus control the rate of increase of the vacuum force and to induce in the intake during the closing movementb of the valve an increase in vacuum force which will be equal to the opposing spring tension. As a result the varying positions of the governing valve are directly related to the varying degrees of tension of the spring by virtue of the intermediate differentiating mechanism and hence'the balance of vacuum and spring forces is obtained.

In the present construction movement of the governing valve from wide open position to Aclosed position is effected independently of the vacuum operative piston preferably by two forces acting on the valve. With the governing valve wide open, when the vacuum increases the piston will be moved to compress the main spring causing the cam carrier to travel in a rectilinear path away from the roller. At this time the auxits closed position. It is thus possible to maintain a substantially constant torque on the valve to hold the roller lightly in contact with the cam but without anyv substantial friction between these parts during the entire range of closing movement -of the valve.

Ordinarily where an unbalanced governing valve is employed I have found that even though there is a tendency Tfor the valve to close under normal conditions there will at times be a countertendency or a countertorque on the valve tending to open it. This is particularly true when the valveis in its wide open position, in which position it is not sensitive to small changes injvacuum andl consequently will not respond at such times to eii'ect the desired closing movement. For instance, when the hand throttle is partially closed in advance of the governor throttle valve eddy currents are frequently set up due to the relative motion of the two valves resulting in a countertorque on the valve tending to hold it' open. The offset of the governing valve under such conditions is ineffective to cause the valve to respond. v To overcome this disadvantage I have provided'the auxiliary spring which insures the instantv starting of 'the governing valve toward its closing position under even slight vchanges in vacuum.- Consequently, when the hand throttle is partially closed in advance of the governing throttle the latter will immediately respond by virtue of the force exerted by the auxiliary spring. l

When the governing valve reaches its closed position, no force in the present instance is exerted by the auxiliary spring, but at this time the force in the same direction on the valve due to its slight oilset or unbalance, will be at its maximum and will be sufficient to maintain the cam roller lightly in contact with the face of the cam. In other words, the angular force exerted on the valve due to its offset, when the valve is in its closed position, which force may not be any greater thanthree or four ounces, is substantially equal to the angular force exerted by the auxiliary spring on the valve when the latter is in its wide open position.

From the foregoing it will be seen that in the present preferred construction the combination of the auxiliary spring and the slight unbalance of the governing valve make it possible to establish substantially a constant torque on the valve to close it. and also to hold the roller lightly in contact with the cam so as to regulate the angular movement of the valve to the desired disproportionate movement as compared with the movement of the piston. By combining these two slight forces a very slightl angular force exists at any time to create friction in the contact between the roller and cam.

I claim:

1. In a governor for an internal combustion engine, a governing valve pivoted to provide an unbalanced portion, a levei` for turning said valve,'a spring connected to the lever and etlective in conjunction with said unbalanced portion to turn the valve toward closing position, a piston chamber and a piston therein subject to the differential between the vacuum in the intake passage and atmospheric pressure, a main spring acting on said piston, a cam device carried by the piston and movable in a path parallel thereto, and a roller on said lever and contacting with the cam.

2. In a governor for internal combustion engines, the combination of a governing valve, a vacuum operated piston, spring means opposing movement of the piston in one direction, a sliding cam carrier interposed between the piston .means opposing movement of the piston in one direction, said piston having a piston rod slidable endwise in a straight `line path, a bearing carried by said casing for guiding said, rod in said path, a carrier fixed to said piston'rod and having a cam, means carried by the casing for guiding said carrier, and means cooperating with the cam for` controlling the rate oi movement of the valve.

4. In a governor for internal combustion en-` gines, the combination of a governor casing, a governing valve, a vacuum operated piston, spring meansopposing movement of the piston in one direction, said piston having a piston rod` slidabie endwise in a straight line path, a bearing carried by said casing for guidingsaid rod in said path, a slide member fixed to said piston rod for movement ytherewith and having a cam, and means cooperating with lthe cam for controlling the rate of movement ofthe valve.

5. In a governor for internal combustion engines, the combinationvof a governor casing, a governing valve, a vacuum operated piston, spring means opposing movement of the piston in one direction, saidpiston having a piston rod slidable endwise in a straight line path, a bearingf carried by said casing for guiding said rod in said path, a slide member fixed to said piston rod for movement therewith and having a cam, means carried by the casing for guiding said slide member, and means cooperating with the cam for controlling the rate of movement of the valve.

6. In a governor for internal combustion engines, the'combination of a governor casing, a governing valve. a vacuum operated piston, spring means opposing movement of the piston in one direction, said piston having a piston rod slidable endwise in a straight line path, a bearing carried by said casing for guiding said rod in said path, a slide member fixed to said piston rod for movement therewith and having a cam, means for adjusting said cam relatively to the slide member, and means cooperating `with the cam for controlling the rate of 4movement oi the valve.

7. In a governor for an internal combustion engine having an intake conduit passage and` adapted to maintain in operation partial vacuum therein, said governor comprising a casinghaving a passage, a pivoted governing valve in said passage, a piston chamber and a piston therein subject to vacuum in the passage, a springacting against the piston, a templet operated `by 2,198,498 Vthe piston for moving thevaive toward open poy sition land eirecting amodined movement of the valve as compared with the movement of the piston, and spring ymeans acting independently of said templet for moving Vthe valve toward closed position.

8. In a governor for an internal combustion engine ,having an` intakeconduit passage and adapted to maintain in operation `partial vacuum` therein, said governor comprising a casing having a passage,a pivoted governing valve in said passage, `a piston chamber andl a piston therein:

subject to vacuum in the passage, a spring acting against the piston, templet means operated` by the piston for moving the valve toward open position and means` including a spring and an unbalanced portion of the` valve actingA independently of vsaid templet means for moving the valve toward closed position, the action of said means being` regulated by said templet means so as to modify the movement of the valve compared with the movement of the piston.

9. In a governor for an internal combustion engine having an intake conduit passage and adapted to maintain in operation partial vacuum therein, said governor comprising a casing having a passage, a governing valve in said passage pivoted to provide an unbalanced portion, a spring connected to the valve, said spring and unbalanced portion being operative to effect closing movement of the valve, and means including a device subject to the vacuum in said passage and free of positive connection with the valve for regulating the rate of closing movement of the valve throughout its range of -op" eration.

10. In a governorfor an internal combustion engine having an intake conduit passage and adapted to maintainin operation partial vacuum therein, said governor comprising a casing having a passage, a governing valve in said passage pivoted to provide an unbalanced portion, a spring connected to the valve. said spring and unbalanced portion being operative to eil'ect clos,- ing movement of the valve, and means including a piston subject to thevacuum in said passage and a templet mechanism` free in one direction of positive connection with the valve for regulating the closing movement of the valve throughout its range oi operation. l JARVIS S. JENNINGS, Jn.. 

